High-speed-reducing valve for air-brakes.



W V. TURNER & J'. S. GUSTER. HIGH SPEED REDUGING VALVE FOB AIR BRAKES. APPLIOTION FILED un, 29, 1904.

Patented oct. 27, 1908 UNLTED sTATEs. PATENT OEETOE.

1rLTER v. TURNER.,l or wiLKiNsBURG, AND JOHN s. cUsTER, or PITTSBURG, PENNSYL- VANIA, AssrGNORs To TEE'wEsTINGnOUsE .AIRRRARECOMPANYy or rITTsBURG,rENN v-svLvANnn A CORPORATION or PENNSYLVANIA.

HIGH-SPEED-REDUGING VALVE FQRv AIR-BRAKES.

innocence.

. .Patenteaoea 27, 190s.,

vTo all whom it may concern:

Beit known that we, WALTER V. TURNER -andJoHN S. CUsTER,.citizens of theUnited vvimproved valv'edevice for t 's urpose,

S- tates residin respectively, at Wilkinsburg. and Pitts urg., both in. the county' of Allegheny and State of Pennsylvania, haveinvented a certain'new and .useful Improvement in' High-SpeedfReducing Valves for Air-Brakes', of which the following is a speci- -vice lhas ication.

This inventionrelates to .fluid pressure '.brakes, and more particularly to what is v known as a hi h speed reducing valve ada ted to be app ied to the brake cylinder or permitting the escape of air. above `.a certain pressure from the brake cylinder and thereby miting the pressure therein to a certain amount in service applications of the brakes, and for retaining a considerably higher pressure in the brake cylinder for ashort period of time in emergency applications and then allowingsaidhigher pressure to reduce to the before mentioned predetermined amount.

yIn thel high speed brake eruip'rnentl which is now being a plied to near y all assenger .train.service, t e normal degree o pressure carried is much greater than previously used in ordinary train service, and in order to prevent the accumulation. of such an excessive pressure in the brake cylinders as to cause the sliding ofthe wheels in ordinary service aplications ofv the brakes .when running at s ower spleeds, apressure reducingl valve de-4 eretoiorebeen used7 suc as shown in Patent N0. 506,185 of Oct. 3, 1893.

In emergency applications of the l.brakes theseprior reducing valve devices are actuated by the suddenrush-of air to the brake cylinder to move to the extreme osition in which only a small `restricted out et is open from-thexbrake cylinder to the atmosphere, but in moving to this extremeposition a larger sized outlet is open for an instant and therefore some ofthe pressure which it is desired to retain justfat that moment in thek brake cylinder escapes to the atmosphere.

In this high speed l-service linemer ency apspeed ofthe train has been reduced, and thenv lto open a reducing port and allow the pifgrs.4 sure to blow down to a certain predetermmed Whilein service ap .holding said outlet ,passa mining the period'of time a similar view .'showinga modification;

' shown in .a casing vided withathrough port amount for Whichthe device is set and which .is a safe brakingpressure for lesser speeds. j by means ofwhich the higher bra e c. linder pressure may beully retained for' a lirnited period in emergency ap licationsand then reduced down to Aa pre etermined amount,

lications the brake cylinderpressure may degree.

- n generalour invention comprises a relief e limited to the desired The object of our mvention is to provide an or blow:down. valve set to open at a certain ressure for controlling anoutlet from tthe rake cylinder, and-means operating i'n Aemergency applications of the brakes. for e closed for a limited period of timeand t en allowing the.

same to open.

Another important feature of the inven-` tion .comprises means for (positively deteruring which the outlet passage shall be held closedvwhen an emergency vapplication ismade l 'I he invention also comprises certain other improvedfeatures, all otwhich will bev hereinafter more fully setforth.

Inthe accompanying drawing, la centralsectional view 'of one crm of valve device embodying. our. improvement; Fig. 2.

Fig. 3 .a similar vewshowingstll another.

. modiication.

V. According to the form'of our improvement Fig. Lthe construction comprises containin a valve chamber 2 adapted to berconnecte by. means of the o ernng 1. with the `brake cylinder in theusua Way. A slide valve 3 is-located. in the valve fchamber 2 forcontrolling an valveseat and ifs-operated by. a piston 5 in the piston chamber .4, Whi his -in.open communication thropgh port 7 with an .annular chainber 8 form inthe casing. r, This ismerely one convenient means for securing the `de and Figure 1v-is outlet port 10- in the .desired volume or cubical. capacity.A for the .chamber `inthegrear of thepiston and itis obvious., that any- .other,.,arrangement .may be' employed forftthis pulpos@ if preferred.

- A feedgroove 1,6 is located inthe. bushing around the piston 5.,; while the iston ispro.- i 15 o a certain capacity. lA spring 6` normally holdsy the piston and slide'valve in the position shown, with the outlet'port 10 open leading to the chamber 11' of the blow down valve 12. This valve may be of any preferred form,

that shown being of the ordinary type hav-v ing adjustable spring 13 located in chamber 18, which is open tothe atmosphere through ports 14. i

The operation of this form of our improvel ment is as follows: The spring 18 of the blow down valve being adjusted for the degree of pressure it is desired to retain in the brake cylinder in service a plications-of thebrakes,

e when a service app ication is made theluid under pressure from the brake cylinder flows into the valve fchamber and acts upon the piston 5. The combined ,capacity of the ports 15 and 16 leading from one side of the piston to the other is sufiicient to allow the air to leak past the piston and accumulate pressure in chambers 4 and 8 at substantially the same rate that it can accumulate in the i brake cylinder when charging the same from the degreefor which the spring 13 of the blow down valve`is adjusted the said valve will be forced openagainst the spring and any further accumulation of pressure in the brake cylinder will be prevented by the discharge of the same through the outlet port to the atmosphere.

In emergency applications of the brakes, as is well known', the air is charged into the brake cylinder much more rapidly, 'so that the pressure accumulates upon the face of the 'l consequently the piston is piston faster than it can leak through the ports to the, chamber on the opposite side,

moved over against the spring 6 to its opposite position, thereby closing the larger feed f groove 16 and seating against gasket 9. In

' equalize through this port.

this position, the outlet portl() leading to the blow down valveis closed and the maximum pressure immediately accumulates in the brake cylinder.

The capacitv of the'port 15 through the piston is so ca culated with reference to the volume of the chambers 4 and 8 in the rear of l the piston, that a certain period of time is required. for the high brake cylinder pressure to Vfhen the pressure on the rear of the piston has increased so as to be substantially equal to that of the brake cylinder, the spring 6 returns the piston and valve to normal position, thereby to the blow down valve, so that the brake cylinder pressure immediatelyV will be immediately reducedto that-deteridly reduceddown to a safe degree for slower speeds. l

According to the modification shown in Fig. 2, communication between Vthe piston chamber 4 and larger chamber 8 is made through the ports 7a and 7b which lead to the slide valve seat;l and are controlled by said slide valve. Another port 17 leads to the atmosphera'while the slide valve is provided with a port 103,'for normally communicating with outlet port 10, and a cavity19 for opening communication between ports 47 a and 7b and 4thereby connecting the `chambers 4 and 8 together in onepositio'n, while in its normal position the -port'7a is closed and the port 7b connected with the atmosphere through exhaust port 17. By means of this construc- .tion, the feed groove 16 may be dispensed with, since the capacity of the piston chamber by itself is so small that in service applications the brake cylinder pressure will equalize through the port 15 into this chamber, substantially as rapidly as it accumulates inthe brake cylinder and the piston4 will not .be moved.

tions, however, the piston an vval`ve will be moved over by the sudden rush of air as before desribed, thereby closing the outlet 10 and at the same time connecting the chambers 4 and 8 through ports 7a, 19 and 7b. This gives the same capacity of chamber to be supplied throughthe small port 15 to determine the length/of the limlted period of time that the valve will remain in this" position and hold the outlet port closed to the blow down valve, as described in connection` with Fig. 1. When the valve is returned to its normal-position, the brake 4cylinder is opened to the blow down valve and the chamber 8 is released to the atmosphere through port 7h, cavity 19 and exhaust port 17.. The principal advantage of this arrangement is that it is not necessary to 1'ill` the larger chamber 8 with air from the brake cylinder in each ordinary service application of the brakes and therefore economizes the air to that extent.

Fi 3 shows another modification in which the camber the place of the additional chamber 8 illustrated in Figs. l and 2. The chamber 18 must of coursc in this casel be made air tight and a port 2() leads to.the valve seat in place .of port 7b to be connected by the cavity 19 with port Pand the pistou chamber 4 in emergency applications.

Ali additional out- In emergency applica- 18 ofthe spring 13 is utilized in and 18 19. The com ined capacities ofthese chammoves the valve bac .25 theontlet passage is o cned from the brake' valve iS- inaintained open .ice applications of t e '35 plications the brake c let port 23 also leads from this chamber to the valve seatand normally communicates `'with the exhaust port 22 through cavity 21 in the slide valve.

In servicea plica'tions, the brake cylinder pressure equa izes through the port 15 into the small chamber 4 and the piston and slide valve remain in the normal position with the outlet port 10 open tothe blow down valve and theQspring chamber 18 open to the at.- mosphere through ports 28, 21 'and 22. In emergency applications, the piston is actuated by the rapid accumulation of pressure upon its face to move over against its gasket, y

thereby closing outlet ports 22 and 10 and opening communication. betweenjcliambers 4 throu h ports 7L and 2() aiidncavity bers 4 and 18 gives the desired volume which, inconnectionv with the size of the port 15, de-

termines the length of time required to sub stantially equalize the fluid pressures onr the opposite sides of the 'to its normal position cylinder throu h the b ow down valve to the atmosphere'.

sired amount, thereby maintaining the maximum braking vpressure untilthe speed is suHiciently reduced, and then permitting the brake cylinder pressure to rapidly blow downv to a safedegree for slower speeds.

. Having now described our invention, what we claim'as new and desire'to secure by LettersPatent is 1+ 1 l 1. A reducin comprising a va a certain pressure for. controlling an outlet from the brake cylinder, andjmeans o erating in emergency applications for vc osing communication valve device for air brakes,

` 2. A reducing valve `device for airbi'akes, comprising a valve mechanism'governed by the opposing pressures of the brake c linder and an adjustable sprin forcontro ing an outlet from the brake cylinder, and means operatedlby the vrise in brake cylinder pressure injeinergency applications for closing communication from the brake cylinder valve mechanism.

3 '.j"A reducing valve device for air brakes,

' closing sai iston, then as the spring he advantage of this construction is that the valve device may be.

.uponv opposite sidesfof said piston.

cations for temporarily holdin ve mechanism set to oper at from the `brake cylinder' tosaid valvelmechanism.

to said4 comprising a valve governed by the opposing pressures of the brake cylinder and an adjustable spring for controlling anoutlet from the brake cylinder, and a time mechanism operated by the rapid increase in brake cylinder pressure in emergency applications for holding said outlet entirely closed for a limit'ed period of time and then opening the same.

4.1A reducin valve device for air brakes, comprising a va ve governed by the opposing pressures ofthe brake cylinder and an adjustable spring for controlling an outlet from the brake cylinder, and a time mechanism comprising a piston and valvefor temporarily outlet in emergency applications previous to the opening of. said valve.

' 5. Aredii'cing. valve device for air brakes,

comprising aV valve for control-ling an outlet -fijom the brake cylinder, a piston operating in einer ncy.- applications to temporarily ually equalizing the fluid pressure upon opposite sides-of said piston.-

6. A reducing valve device for air brakes, comprisin a valve for controlling an outlet from the i rake cylinder,4 `a piston operated by the rapid increase ingbrake cylinder pressurein emergency 4ap lications'for temporarily holdingvsaid out -etclo'sed, and means for gradually equalizing the v`iiuid pressures 7. A reducing valve de fee for air an outlet. from the brake cylinder, another valve for controlling the passage through said blow. down-valve, apiston operated y the 'hold sai outlet closed, and means for gradbrakes, *i comprising a blow down valve for controlling brake cylinder pressure in emergency applil said outlet closed` andmeans-.for gradua y' equalizin theffluid pressures' upon oppositesides of sai piston.` l l l8. Areducingvalve device for air brakes.

comprising ablowdown valve for controlling an outlet from the brake cylinder, another valve for controlling the passage throu hsaid blow down valve, a piston operated `y;thej brake cylinder pressure inemergenc .applications for temporarily :holdin sa'd ,outletV closed, a sprii'ig for normallyiolding saidv valve open, andmeans for gradually eguali# ing. the fluid pressures upon opposite' sides of said piston. A

9. .A reducing valvedevice for 'air-brakes,

comprising avalve for controlling gan outlet y l from the brake cylinder, a piston operated by a rapid variationin Huid-pressure upon one side thereof in emergency applications for temporarily holding said outlet-v closed, and

vmeans for gradually-equalizing theuid pressures upon opposite sides of said piston.v

10. A reduci valve devicefor air brakes, comprising a va vo for controlling anoutlet from the brake cylinder, a iston subject to the opposing pressures of t e brake cylinport from one side of said piston to t e other.

11. A reducin valve device for air brakes,y

comprising a va ve for controlling an voutlet from the brake cylinder, a piston for operat- A ing said vvalve and subject to the opposin l comprising ablow down valve controlling an .ject to opposing flui pressures. ofthe brake cylinder and a smal chamber .inservice applications of the brakes, an equalizin -poit from one'side of said -piston. to the ot er, and means operated by the movement of the piston in emergency applications for increasing lthe capacity vof. saidequalizing chamber.

g 12. A reducing valve device for air brakes,

outlet' from the brake c linder, a piston subpressures, a, 'small Ychamber on one side of said piston, an equalizing port from one side of said piston to the other, a second chamber, and a valve o erated by' said piston in emergency app ica- `tions for closing the outlet through the blow 'down valve an opening communication between said chambers.

13. A reducing valve device for air brakes,l

comprising a blow down valve havin anadjustable spring and spring chamber or controlling an outlet from the brake cylinder, a

piston subject to opposing fluid pressures, a

small chamber onone side of said piston, an equalizing port from one slide of the piston to the other, and a valve operated by said pismechanism operating in .emergencyvap lica-l tions for closing communication from rake cylinder to saidvalve mechanism for a lime Y ited period and then opening said communi-r cation. y

l 15. -A reducin valve device for air brakes, comprising a va ve mechanism governed by the opposing pressures of the brake c linder and anl adjustablespring for control ingaan outlet from the brake cylinder, and a time mechanism operated by the rise in brake c linderpressure in emergency applications or closing communication from the brake cylinder through said valve mechanism for alimited period and then opening said communi# cation.

ln testimony whereof We have hereunto set our hands.

WALTER V. TURNER. JOHN S. CUSTER.

Witnesses:

R.J.'EMERY, Jas. B. MACDONALD.

valve device for air brakes, 

